VOLUME A: BACKGROUND AND NEED A1 Background

NEW PARALLEL DRAFT EIS/MDP FOR PUBLIC COMMENT A1-1 VOLUME A: BACKGROUND AND NEED A1 Background

CONTENTS FIGURES AND TABLES

1.1 Location and History of Figures Airport 3 Figure 1.1a: Brisbane Airport and Surrounds 1.1.1 Site Context 3 Figure 1.1b: BAC Group Corporate Structure 1.1.2 A Brief History of the Airport 4 Figure 1.1c: Brisbane Airport Buffer Zone 1.1.3 Ownership of the Airport 4 Figure 1.1d: BAC’s 2003 Master Plan Showing 1.1.4 Operation of the Airport 6 Location of the NPR 1.1.5 History of the BAC Master Plan 9 Figure 1.2a: Proposed New Parallel Runway Development 1.2 Project Overview 12 Figure 1.5: Flow diagram of EIS/MDP Process 1.3 Need for a New Runway 13 Figure 1.7: Structure and Representation of the 1.4 Project Objectives 13 Working Group Model

1.5 Legislative Context – Figure 1.11: Proposed Infrastructure Developments Australian Government 15 on the Surrounding Road Network Tables 1.5.1 Introduction 15 Table 1.1: The Ultimate Shareholders of the 1.5.2 Australian Government Company as at 30 June 2006 Approvals Identified 15 Table 1.3: Summary of Existing and Forecast 1.6 State Approvals and Local Planning 21 Passenger and Aircraft Movements 1.6.1 Approvals Required 21 Table 1.5a: Contents of a Major Development Plan 1.6.2 Brisbane City Council’s Table 1.5b: Ministerial Considerations in City Plan 2000 23 Determining Approval of an MDP 1.7 Australian Government and Table 1.6a: Airport and Surrounds Approval State Agency Consultation 24 Requirements 1.8 Report Structure 26 Table 1.6b: Middle Banks Approval Requirements 1.8.1 The Combined NPR Table 1.8a: Structure of the EIS/MDP EIS/MDP Report 26 Table 1.8b: The BAC NPR Consultant Team and 1.8.2 Responsibilities for Scope of Work EIS Preparation 28 Table 1.9: The Approach to Option Testing in the 1.9 Option Testing 29 EIS/MDP

1.10 Sustainability Assessment 31 Table 1.11: Example Assessment Summary Matrix. 1.11 Assessment Method 31 1.11.1 Introduction 31 1.11.2 Scoping the EIS/MDP 31 1.11.3 Establishing Baseline 31 1.11.4 Approach to Assessing Impacts 32 1.11.5 Cumulative and Interactive Effects 33 1.11.6 Assessment Summary Matrix 36

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-2 FOR PUBLIC COMMENT VOLUME A: BACKGROUND AND NEED A1 Background

1.1 Location and History of Industrial use throughout this part of the City Brisbane Airport (between the Airport and the River) includes light industries and warehousing, medium to high level manufacturing plants and noxious/hazardous 1.1.1 Site Context industries such as the BP oil refinery at Bulwer Island. The Brisbane City Council’s Luggage Point Brisbane Airport (Airport) occupies Commonwealth Wastewater Treatment Plant is located at the land held under long term lease by the Brisbane northern edge of the suburb of Pinkenba at Luggage Airport Corporation Pty Limited (‘BAC’ or the Point, adjacent to a large inter-tidal mangrove and ‘Company’) and is situated on the coast, north-east saltmarsh area known as Juno Point. of Brisbane Central Business District. As well as managing the operations of Brisbane Airport, BAC The southern boundary of the Airport is bounded by controls the Airport’s large 2,700 hectare site that the , the Trade Coast Central site, includes a range of aviation related operational and and the suburbs of Eagle Farm, Doomben, Hendra, commercial activities. and Toombul, which all contain a mix of residential, commercial and industrial land uses. The Airport is noted as a Special Purpose Centre under the Brisbane City Council Planning Scheme The Airport is situated on a reclaimed portion of which specifically recognises its past and expected a river delta at the mouth of the Brisbane River. ongoing use. Areas of environmental value adjacent to the Airport include: Figure 1.1a shows the Brisbane Airport site in relation to its surrounds and shows the names of • Marine Park (to the north), part of local natural features such as rivers and creeks which is a declared Ramsar site; used throughout this Draft Environmental Impact • Boondall Wetlands (across Kedron Brook Statement and Major Development Plan (EIS/MDP). Floodway to the west) which is Ramsar declared The figure also shows existing built features on- and on the Register of the National Estate; airport land including the proposed New Parallel Runway (NPR) layout and other major infrastructure • Marine habitat of Jacksons Creek, (areas on and projects proposed in the local region such as the off Airport leased land on the eastern bank of Gateway Upgrade Project (GUP). Kedron Brook Floodway) which is documented in the Directory of Important Wetlands in Surrounding the Airport, the area immediately to the Australia and designated as an Environmentally west comprises open space along Kedron Brook Significant Area in BAC’s Master Plan and Airport Floodway, the southern extent of the Boondall Environment Strategy (AES); Wetlands and parts of the suburbs of Nudgee • Mangrove and saltmarsh communities around Beach, Banyo and Northgate used for residential Serpentine Creek Inlet, Jubilee Creek mouth purposes (low to medium density), local commercial and Juno Point (to the north-east) those parts of uses, and community facilities, special purposes and which are within BAC tenure are designated as some industrial activities (light to medium). Environmentally Sensitive Areas by the Master Plan and the Airport Environment Strategy; and The northern boundary of the Airport site is the foreshore of Bramble Bay which forms part of the • Bulwer Island and Boggy Creek wetlands Moreton Bay Marine Park. (to the east) of which the Brisbane Airport site comprises the major portion of the catchment On the northern bank of the Brisbane River, draining into these wetlands. immediately adjacent to and east of the Airport, land use is primarily industrial with some remnant pockets and individual parcels of land used for single unit (dwelling house) residential purposes, principally in the suburb of Pinkenba.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-3 1.1.2 A Brief History of the Airport 1.1.3 Ownership of the Airport

The Brisbane Airport site was first used as a landing Following a decision by the Australian Government to field in 1922. Three years later Eagle Farm Aerodrome privatise airports, BAC, a consortia formed primarily was officially opened. Scheduled flights between of local financial and investment organisations, Brisbane and regional centres commenced in the bid and won the international competitive tender late 1920s and early 1930s, with beginning process to purchase the long term operating lease operations at Eagle Farm Aerodrome in 1926. The (50 + 49 year option) of Brisbane Airport. Prior to first service to Sydney commenced in 1930 by privatisation Brisbane Airport was owned by the Australian National Airways (later to become part of Australian Government and managed on their behalf ). For a time operations moved to by a government owned corporation, the Federal Archerfield but World War II saw operations reinstated Airports Corporation. BAC assumed management and at Eagle Farm as the preferred site for ongoing aviation operation of Brisbane Airport on 2 July 1997. operations in Brisbane. BAC operates Brisbane Airport under a 50 year lease Through the 1950s to the 1980s the site occupied an granted to it by the Commonwealth of Australia in July area of 16.2 km2 roughly 6.4 km north-east of Brisbane 1997. BAC has an option to renew the lease for a urban centre, with one major runway bearing north-east further 49 years, which may be exercised during the to south-west 45.7 m wide and 2,365.2 m in length, 40th year of the initial term. with a secondary cross-runway bearing north-west to south-east 1,530.1 m long and 30.5 m wide. Two BAC is part of a holding company group corporate terminal buildings housed the domestic carriers Ansett structure (the ‘Group’) where the ultimate shareholders and , while a third catered for all are major Australian and international organisations international services. and significant institutional investors. Principal shareholders are the Government owned In the early 1970s, a search was instigated for an enterprise, the Corporation (through alternative site for a major Airport. Various sites were its subsidiary Gateway Investments Corporation), and considered, and an area to the north east of Eagle Schiphol Australia Pty Ltd, a wholly owned subsidiary Farm was selected as the new Airport site. The current of N.V Luchthaven Schiphol which operates the world Brisbane Airport site was established and operations leading Schiphol Airport in Amsterdam, commenced in 1988. The Netherlands.

The new International Terminal Building and associated The ultimate shareholders of the Company as at apron taxiways opened in September 1995. This 30 June 2006 are listed in Table 1.1. was supplemented by the establishment of services and facilities for business and industry development including Export Park at Qantas Drive, establishment of a range of additional operators and tenants, extension of the Domestic Terminal Building and extension to facilities.

A more detailed pre-BAC history of the Airport is provided in Volume B, Chapter 6, Cultural Heritage of this Draft EIS/MDP.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-4 FOR PUBLIC COMMENT Figure 1.1a: Brisbane Airport and Surrounds.

NEW PARALLEL RUNWAY DRAFT EIS/MDP NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-5 FOR PUBLIC COMMENT FOR PUBLIC COMMENT Table 1.1: The Ultimate Shareholders of the Company as at 30 June 2006.

Shareholders Percentage Held (%) AMP Investment Services Pty Ltd as Trustee for the Infrastructure Equity Fund 0.630 City of Brisbane Airport Corporation Pty Ltd 1.274 Colonial First State Private Capital Ltd 1.185 Citicorp Nominees Pty Limited (CFCL Structured Invest. Fund) 3.948 Citicorp Nominees Pty Limited (CFS Airport Fund) 10.410 J.P. Morgan Nominees Australia as Nominee of the Custodian of the Trustee of IFM 8.058 Infrastructure Funds National Nominees Ltd as Nominee of the Custodian of the Trustee of the Officers’ 3.965 Superannuation Fund Motor Trades Association of Australia Super Fund Pty Ltd as Trustee of MTAA 4.865 Superannuation Fund Gateway Investments Corporation Pty Ltd 37.381 National Asset Management Limited as Trustee for the Brisbane Airport Trust 12.671 Schiphol Australia Pty Ltd 15.622 TOTAL 100.00

Figure 1.1b depicts BAC’s corporate structure. 1.1.4 Operation of the Airport BAC Holdings Limited (BACH) is the head entity in the consolidated group comprising all the Australian The operation of Brisbane Airport in the privatised owned subsidiaries being BAC Holdings No. 2 Pty environment is dependent on a number of Limited (BACH No. 2), a non-operating entity, and government and commercial organisations working BAC. BACH owns 100 percent of the shares in collectively and cooperatively to provide a safe, BACH No. 2 and BACH No. 2 owns 100 percent of efficient facility for all Airport users. The major the shares in BAC. The land remains the property of functions required to operate an Airport of the size the Australian Government but with the $1.3 Billion and importance of Brisbane Airport are: purchase of the lease, BAC became the operator • The Airport operator, BAC, which provides, of all infrastructure formerly owned by the Federal operates and maintains the necessary Airports Corporation (FAC). While the purchase infrastructure and lessee services; entitles BAC to operate the Airport on behalf of its shareholders, the lease also confers a responsibility • The airline operations and their attendant on BAC to manage, operate and develop the Airport maintenance and service providers; for the benefit of the aviation industry and the • The air traffic management services currently community it services. provided by Airservices Australia;

Figure 1.1b: BAC Group Corporate Structure. • Border protection and security agencies including customs, immigration and federal Shareholders policing services; and

• The commercial sector which provides retail BAC Holdings Limited (BACH) and other commercial services for passengers 100 percent ownership and Airport workers.

BAC Holdings No. 2 Pty Limited (BACH No. 2) Each of the major functions listed above is regulated 100 percent ownership under a number of different pieces of legislation Brisbane Airport Corporation Pty Limited (BAC) which outline their individual responsibilities. 100 percent ownership of The Airports Act 1996 which established the new 50-year lease and 49-year option regulatory arrangements for privatised airports is the Brisbane Airport predominant piece of legislation which outlines the responsibility for the Airport operator.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-6 The main responsibilities of BAC as the Airport limits for structures within and outside the operator are: Airport boundary;

• Providing and maintaining aerodrome • Regular inspections of runways and other airfield infrastructure for safe and secure infrastructure; aircraft operations; • Ground management of emergency and low • Terminal and other asset management visibility situations; and maintenance; • Management of handling of dangerous goods; • Provision of utilities at the site (power, water, and sewerage, communications); • Bird and wildlife control. • Master planning, development and Another important service component of Airport administration of the site; operations supplied by BAC is emergency planning • Commercial retail and tenancy management; and and coordination. BAC has comprehensive documentation in place and regularly conducts • Overall environmental management of the site. training exercises to keep the Airport community 1.1.4.1 Provision of Aerodrome Infrastructure and other emergency agencies abreast of their role in the event of a significant emergency event. BAC provides the following infrastructure within the airfield for aircraft operations: Procedures and activities are checked for compliance on a regular basis by regulatory agencies. • The runways and taxiways; 1.1.4.2 Terminals and Other Asset Services • Airfield lighting, signage and some navigational aids; Infrastructure provided by BAC includes terminals, • Marked aprons for aircraft manoeuvring other buildings, roads and utilities. Buildings and parking; and on-airport are either BAC controlled or controlled by an individual tenant. BAC is responsible for • Docking facilities for dis/embarkation maintenance of buildings over which it retains by passengers. control. Some terminal space is controlled by A current Aerodrome Certificate (AC) must be individual airlines under long term lease agreements maintained at all times. It is the instrument by which while other terminal space is retained as ‘common government regulators ensure an Airport is being user’ areas where BAC maintains and operates the administered to recognised international operational space for the use by many airlines. Each end of the and safety standards commensurate with the type Domestic Terminal is controlled by Qantas and Virgin of operations conducted at an Airport. In order to Blue respectively with a small central area retained maintain Brisbane Airport’s AC, BAC operates the by BAC for common use. The International Terminal Airport in accordance with important documentation Building is a common user terminal over which including the Brisbane Airport Operations Manual BAC also retains control. BAC also maintains and and Safety Management System. operates a number of other buildings on the site.

These documents detail the procedures in place BAC plans, owns, operates and maintains the for the safe operation of the Airport and cover the vast majority of the Airport’s utilities infrastructure following types of activities: for water, power, sewerage and communications within the site. BAC also provides and maintains • Maintaining airfield infrastructure to required a large network of surfaced roads and drainage standards; within the site. This level of infrastructure provision • Managing protection of airspace from intrusions is equivalent to that of a medium sized regional (permanent and temporary) into the safe height Queensland town.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-7 FOR PUBLIC COMMENT 1.1.4.3. Master Planning and Once the development has been evaluated against Development Control BAC’s assessment criteria, the on-site Australian Government regulatory representatives, the Airport BAC is required, on a five yearly basis, to develop Building Controller (the ABC) and the Airport for public comment a Master Plan which sets out Environment Officer (the AEO) then undertake the the framework for development of Brisbane Airport regulatory assessment requirements which include for a 20 year planning horizon. The Master Plan planning, building and environment issues. For allows Government, potential investors, close further information refer to section A1.5.2.3. neighbours and the community at large to comment on the way in which the Airport intends to grow Some developments trigger the Airports Act and develop into the future. It addresses, in an requirement for a Major Development Plan (MDP) integrated document, planning issues involving to be prepared for approval by the Australian aviation activity, land and industry development, Government Transport Minister. The types of environmental management and surface transport development which require an MDP are set access. The scope of the Master Plan is restricted out in the Airports Act. The MDP process to the general site area leased by BAC. Brisbane requires a detailed environmental assessment Airport’s current Master Plan was approved by the of the development, consultation with local and Australian Transport Minister on 7 May 2004. Queensland Governments, involves a 90 day public comment period and an automatic referral In the same way as the Brisbane City Council’s City to the Australian Government Environment Minister Plan for Brisbane sets out the land use planning for advice and final approval from the Transport intent for the Brisbane local government area, the Minister. See section 1.5.2.2 for more detail on the Airport Master Plan also sets out the intent for land MDP requirements for this project. use planning on the Airport. However, in the same way that no single building development is approved 1.1.4.4 Commercial Operations by virtue of the City Plan being approved, so too does each individual Airport development require In its capacity as the Airport Lessee Company assessment and approval under the Commonwealth (ALC), BAC sublets parts of the Airport site to planning regime set out under the Airports Act a range of tenant businesses and government before any building can commence. agencies. The Airport tenants together with BAC are collectively known as the Airport community. Much building work occurs at the Airport on a yearly basis. Some of those works are undertaken by BAC Major Airport tenants consist of the following: while many others are undertaken by other operators • Airlines which operate aircraft and perform which may include existing tenants/sub-tenants passenger check-in, baggage handling, and their contractors or new tenants/sub-tenants engineering, catering, maintenance, freight and their contractors. Nonetheless, all building handling and administrative services; and development works, whether minor or major, • Air traffic management facilities which provide are subject to a system of Airport development en-route navigational as well control tower assessment which begins with BAC initially checking services for aircraft departing or arriving at the proposed development for consistency and Brisbane Airport; compliance with its development intent outlined in a range of documents prepared by BAC including: • Other aircraft maintenance and service providers including refuelling operations; • The approved Master Plan; • Car rental companies which operate large • The approved Airport Environment Strategy; handling and processing bases;

• BAC’s Development Control Plan; • Freight forwarding and express • BAC’s Engineering Design Guidelines; and delivery companies;

• BAC’s Landscape Master Plan. • Exporters;

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-8 • Relevant government agency offices BAC prepares and submits an Annual Environment and/or headquarters; Report to the Department of Transport and Regional Services (DOTARS) which reports on BAC’s • Terminal retail and food and beverage outlets; and implementation of the AES and its conformance with • Other Airport retail and convenience outlets. the Airports (Environment Protection) Regulations. BAC has maintained an excellent environmental These organisations lease areas or develop areas record since being formed as a company. As the relevant for the type of activity they conduct in annual reporting reveals BAC has never been found to accordance with the approved Master Plan. Already be in breach of any of its statutory obligations nor any more than 130 businesses operate from Brisbane of the environmental regulations which pertain to it. Airport and nearly 10,000 people work on Brisbane Airport every day. This is forecast to exceed 40,000 1.1.5 History of the BAC Master Plan people by 2025. Over the last thirty years a NPR has been identified 1.1.4.5 Environmental Management in forward planning documents for Brisbane Airport. Another of BAC’s roles as the Airport operator is the The initial planning for the current Brisbane Airport overall environmental management of the Airport site was undertaken in the early 1970s by the site. BAC is required to prepare on a five yearly Brisbane Airport Advisory Committee comprising basis, in conjunction with the Master Plan, the representatives of the , Airport Environment Strategy (AES). The AES is Brisbane City Council and various Australian a statement to government, industry and the public Government departments. of how the Airport community plans to manage the environment at Brisbane Airport. BAC’s current Further Government reviews and studies into AES was approved by the Minister for Transport the requirements and impacts of possible Airport and Regional Services on 7 June 2004 for a five developments resulted in the 1981 report by the year period. Parliamentary Standing Committee on Public Works.

The AES is a statement of the combined intent of This report and the preparation and publication BAC and other Airport users including tenants/ of a Preliminary Master Plan in 1981 resulted in subtenants, contractors/subcontractors and the Department of Aviation’s 1983 Master Plan for licencees to implement responsible management Brisbane Airport which provided the framework strategies in accordance with Airport legislation and for development up to the year 2000 and for the other relevant laws. While BAC has a primary role ultimate development of the Airport. Broadly this for environmental management, other Airport users plan provided for aeronautical and associated are responsible for the environmental management facilities to cater for an ultimate capacity of 40 million of their individual operations. annual passengers and was based on 01/19 parallel runways plus a 14/32 cross runway configuration. Essentially, BAC has committed in the AES to develop and maintain an Environmental The initial development of Brisbane Airport was Management System (EMS) consistent with undertaken in accordance with the 1983 Master international standards and to carry out a range Plan. Works included principally the construction of strategic action plans aimed at the issues of air of the 01R/19L (existing main) and 14/32 (existing quality, water quality, soil quality, waste, natural cross) runways and taxiways as they currently exist, resources, energy, noise, ecology and cultural the Domestic Terminal Building, Control Tower and heritage. It also addresses tenant obligations Airservices Australia facilities, airline support facilities for environmental management of their and roads and services infrastructure. These operations and how development projects facilities were put into operation when the new are controlled environmentally. Airport opened in 1988, with its significant Buffer Zones (refer Figure 1.1c).

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-9 FOR PUBLIC COMMENT In 1991 the FAC prepared an updated Master Plan. The 1998 BAC Master Plan concept recognised the This plan was closely aligned to the 1983 Master very significant investment in infrastructure to date Plan, adopting the same airfield planning layout, and the Airport’s physical site extents, form and providing particularly for the future development of limitations. It therefore maintained the aeronautical an 01L/19R (western) parallel runway and further layout strategies of previous plans, making terminal precinct development. One notable improvements wherever possible and addressing feature of the 1991 Master Plan was to identify industry trends and influences at the time. The opportunities for the development of commercial plan also suggested improvements to surface precincts within the Airport lease area. transportation strategies and improved opportunities for business and industry development. The new BAC, being the successful tenderer to the runway remained located parallel to and 2,000 m privatisation of Brisbane Airport became the west of the existing 01/19 runway in this Master Plan. Airport Lessee Company (ALC) on 2 July 1997. The Airports Act 1996 required the development The 01/19 parallel runway layout concept was of a Master Plan within the first 12 months further refined in BAC’s 2003 Master Plan and is the of operation. basis for the current planning and approval exercise for the NPR EIS/MDP. (Refer Figure 1.1d).

Figure 1.1c: Brisbane Airport has the Largest Buffer Zone of any Capital City Airport in Australia.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-10 A1-11

Figure 1.1d: BAC’s 2003 Master Plan Showing Location of NPR. NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT

1.2 Project Overview • Navigational aids (approach lighting) will be required to be constructed at the northern end of the new runway and will extend into Moreton BAC is proposing to construct and operate a NPR Bay. The navigational aids extend to a distance at Brisbane Airport west and parallel to the existing of 900 m from the runway end; 01/19 runway and staggered in a northerly direction 3 towards Moreton Bay. Provision of the new runway • Dredging of 15 Mm sand from Middle Banks will also include associated taxiways, navigational in Moreton Bay to provide fill and surcharge material for the runway; aids and land based access infrastructure. The location of the NPR is consistent with that identified • Transport of the dredged sand material from in the 2003 Master Plan (see Figure 1.2a). Middle Banks by dredger involving delivery to the runway site via a mooring facility at Luggage This section presents an overview of the project Point and a pipeline. An area of land would based on the preliminary design. The proposed be required temporarily for the placement of a scheme is discussed in more detail in pipeline to deliver sand from the unloading point Chapters A4 and A5. to the runway construction site;

Key features of the proposed NPR project are: • Development of changes to current airspace to accommodate new arrival and departure • Construction and operation of a new 3,600 m procedures Standard Instrument Departure (SID) runway 2 km west and parallel to the existing and Standard Terminal Arrival Routes (STAR). 01/19 runway, including associated taxiways, navigational aids and land based access The project as outlined above is consistent with the infrastructure. This construction will occur current approved 2003 Master Plan. within the boundaries of Brisbane Airport which is Commonwealth land held under long term lease by Brisbane Airport Corporation. The area proposed for sand filling and runway 010 construction is approximately 475 ha. 320 This proposed scheme is likely to be staged N with initial construction to be a 3,000 m 0 runway and partial taxiway development; Cross Runway

• Development of a Future Aviation Facilities Area (FAFA) between the proposed and Main Runway existing airfields; W 270 90 E • Maintenance of a 2 km separation between the existing runway and the new parallel runway to optimise safety and provide for the development of new terminal facilities;

180 • Initial upgrade (widening and strengthening S of pavement) of the shorter 14/32 east-west 140 runway to enable larger planes to land (pre NPR) before conversion to an aircraft taxiway for 190 the NPR; The compass diagram above outlines the direction of the current runways at Brisbane Airport.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-12 1.3 Need for a New Runway 1.4 Project Objectives

Forecasting growth in passenger and aircraft The key objectives for the construction of the NPR movements provides the basis for the long term project are: planning of Airport facilities to meet future demand • To facilitate passenger and aircraft movement for air travel. The forecasts inform the type of through the delivery of a safe runway system facilities required and the appropriate staging and and airspace architecture; timing of these facilities. • To meet future capacity needs through the The ability of an Airport’s runway and taxiway staged delivery of the NPR in an appropriate and system to service demand is dependent on the economically justifiable time frame; number of aircraft arriving and departing at the Airport. In turn the number of aircraft movements • To maintain Brisbane Airport as a major is dependent on the number of passengers wishing contributor to the regional economy and through to travel by air and the size of aircraft in operation. the project assist in the generation of regional The travel patterns of people also govern the busier economic growth; periods for aircraft movements. Therefore the • To balance economic benefit, social and number of passengers wishing to travel, and the environmental impact; time that they wish to travel at, are the main factors • To implement appropriate environmental in determining the requirements for air related management plans for all facets of the NPR infrastructure. that meets the requirements of the AES and Brisbane Airport has experienced strong passenger statutory requirements; growth of around 7 percent per annum over the • To ensure review and update of airspace 15 years between 1989/90 and 2004/05. Existing approvals prior to opening (as appropriate); and forecast passenger and aircraft movements are summarised in Table 1.3. • To implement and maintain appropriate risk management processes; Table 1.3: Summary of Existing and Forecast Passenger and Aircraft Movements. • To seek key stakeholder support including the Airlines; Years ended All Passenger All Aircraft • To enhance shareholder value through the 30 June Movements Movements delivery of the project. 2005 15,600,000 160,000 2015 25,300,000 227,000 Chapter A6 of this Volume provides details of the 2035 50,000,000 393,000 public engagement objectives associated with the Compound Annual NPR project. Growth Rates 2005 to 2015 4.9% 3.5% 2015 to 2035 3.5% 2.8%

The existing runway system has a modelled capacity of 59 movements (departures and arrivals) per hour. The existing busier peak hours have around 45 movements (departures and arrivals). Based on the forecasts of air travel growth in Table 1.3, demand will exceed existing runway capacity around 2014.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-13 FOR PUBLIC COMMENT Figure 1.2a: Proposed New Parallel Runway Development.

Middle Banks N Dredge Footprint

Middle Banks The project proposes the dredging of 15 million cubic Moreton Island metres of sand from Middle Banks in Moreton Bay to be Moreton Bay used in the construction of the runway.

Moreton Bay

Port of Brisbane

Luggage Point Brisbane Airport Pump-Out Berth Approach Lighting Kilometres 012 4

Conservation Area Future Aviation New Parallel Facilities 01 Direction Runway Tunnel Access

Space for Future Domestic Terminal Car Existing Domestic Facilities Park Terminal Kedron Brook Floodway Existing Conservation Area Runway

Existing 19 Direction International Terminal

To City

This artist’s impression has been prepared on behalf of Brisbane Airport Corporation (BAC) and relates to its proposal for a New Parallel Runway at Brisbane Airport. This graphic is representative of the proposal at the time of producing the Draft EIS/MDP for public comment. It also illustrates conceptual future aviation facilities.

NEW PARALLEL RUNWAY DRAFT EIS/MDP NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-14 FOR PUBLIC COMMENT FOR PUBLIC COMMENT 1.5 Legislative Context – • Approval of a Major Development Plan under the Australian Government Airports Act 1996; • Approval for building activities under the Airports (Building Control) Regulations pursuant to the 1.5.1 Introduction Airports Act 1996; and

This section summarises the Commonwealth • Approval for controlled activities under the approvals that are required for the NPR project. Airports (Protection of Airspace) Regulations The components of the project are located in areas pursuant to the Airports Act 1996. under the jurisdiction of the Australian Government, Some decisions will be made under Commonwealth the Queensland Government and the Brisbane City legislation relevant to Aviation Airspace Management Council and there are approvals required under the prior to opening the NPR. laws relevant to each jurisdiction. These include: While the Airport is located within Queensland not all Queensland Laws apply to the Project. The Airport is • Determining the classification and extent of a ‘Commonwealth Place’ under the Commonwealth controlled airspace in accordance with Annex 11 Places (Application of Laws) Act 1970 (Cwlth) that to the Chicago Convention on Civil Aviation; applies State laws “in accordance with their tenor” • Designation and containment, within controlled to Commonwealth places. However, a State law airspace of air routes and conditions of use for does not apply if, for example, it is inconsistent with a air routes; and Commonwealth law in which case the latter prevails and the State law will not apply to the relevant • Design of terminal instrument flight procedures. Commonwealth place. This is as a consequence of The first two are determinations by Airservices s109 of the Australian Constitution. Australia under regulations 2.02 and 2.04 of the Land use, building and environmental matters are Air Services Regulation 1995 while the third is principally administered by the Commonwealth Airport a determination by the Civil Aviation Safety Authority legislation. The relevance of State legislation on the under the Civil Aviation Safety Regulation 1998. Airport site depends on the application of the Airports 1.5.2.1 ‘Controlled Actions’ under the Act, Part 5, Division 5 which excludes State laws Environment Protection and relating to land use planning and the regulation of Biodiversity Conservation Act 1999 building activities and Part 6 which provides that State environmental laws do not apply if certain prescribed This legislation requires an approval from the matters are covered by a Regulation made pursuant Australian Government Minister for Environment to the Airports Act (the relevant statute being the and Heritage for actions that are likely to have Airports (Environment Protection) Regulations 1997. a significant impact on a matter of national A description of State Laws that apply to the project environmental significance. can be found in section A1.6 of this chapter. By notice dated 6 May 2005 the Project was 1.5.2 Australian Government declared to require an approval because of the Approvals Identified potential for impact on the following matters of national environmental significance: The approvals from the Australian Government • Wetlands of international importance; which will be required for the Project and which are discussed separately in this section have been • Listed threatened species and communities; identified as: • Listed migratory species; and • Approval of the relevant ‘Controlled Actions’ • Commonwealth land. under the Environment Protection and Biodiversity Conservation Act 1999;

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-15 Figure 1.5: Flow diagram of EIS/MDP Process.

MDP requirements as per s91 of Airports Act DEH Guidelines for EIS “finalised after public comment”

Brisbane Airport Corporation (BAC) prepares combined EIS/MDP document covering both sets of requirements.

New Parallel Runway Environmental Impact Statement/Major Development Plan – Draft for Public Comment finalised after Australian Government Department of Environment and Heritage review document against guidelines for Environmental Impact Statement and Australian Government Minister for Environment and Heritage approves Draft Environmental Impact Statement for public release

90 day Public Comment period for Draft Environmental Impact Statement/Major Development Plan

Brisbane Airport Corporation prepares final Environmental Impact Statement/Major Development Plan incorporating details of submissions made during public comment and Brisbane Airport Corporation response to submissions

Department of Environment and Heritage accepts final Environmental Impact Statement/Major Development Plan for assessment

Department of Environment and Heritage prepares assessment report on final Environmental Impact Statement/Major Development Plan and Australian Government Minister for Environment and Heritage submits advice on environmental impacts to Australian Government Minister for Transport and Regional Services

Approval decision on final Major Development Plan Final decision on final Environmental Impact Statement by Australian Government Minister for Transport and by Australian Government Minister for Environment and Regional Services Heritage.

By notice dated 16 June 2005 the Australian and Heritage under s160 of the Environment Government Minister for Environment and Heritage Protection and Biodiversity Conservation Act decided that the assessment approach for these 1999. As a consequence of that, the guidelines for approvals should be the environmental impact the environmental impact statement address the process provided for under the Environment potential impacts of the project on all aspects of Protection and Biodiversity Conservation Act 1999. the environment including the matters of national environmental significance previously referred to. As Draft guidelines for the environmental impact a consequence of this, s130(1B) of the Environment statement were issued by the Australian Protection and Biodiversity Conservation Act Government Department of Environment and 1999, which would otherwise require a notice from Heritage in July 2005, and following public input, Queensland about the assessment of other impacts the final guidelines were approved on and issued on the environment (for on-Airport matters), is not to BAC on 2 September 2005. This environmental required because of the exemption under s130(1E) of impact statement is being prepared in accordance the EPBC Act. with those guidelines. The Minister’s approval may include conditions As subsequently explained in relation to the which are ‘necessary or convenient’ but must relate Airports Act 1996, the project was referred to the to the relevant matter of national environmental Australian Government Minister for Environment significance to which the approval is directed.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-16 FOR PUBLIC COMMENT An assessment of criteria listed by the EPBC Act The key steps in the approval process for the 1999 for a ‘significant impact’ against the matters MDP under the Airports Act 1996 are presented in listed above has been prepared in Chapters B5 Figure 1.5. An important implication of this process and C5. It should be noted that in BAC’s view these is the requirement that the Draft MDP be made assessments conclude that the NPR project would available for public comment for 90 days. not have a significant impact on the matters of An MDP checklist is provided in the following table national environmental significance listed above. to demonstrate the compliance of this proposed 1.5.2.2 Major Development Plan under the development with Section 91 of the Airports Act 1996. Airports Act 1996 When BAC became the Airport-lessee company for Under the Airports Act 1996, a MDP is required Brisbane Airport on 2 July 1997, it assumed certain to be approved by the Australian Government pre-existing lessor obligations under various leases. Minister for Transport in relation to each major BAC also accepted the Airport lease subject to a Airport development. This Project is a major Airport number of other interests in the Airport land (such development as defined in the Airports Act 1996 by as easements). virtue of Section 89(1) a: Some of those contractual and other rights remain “constructing a new runway” in existence at Brisbane Airport while others have expired. However, there are no such contractual or Section 90 of the Airports Act 1996 provides that other rights affecting the site of the proposed NPR major Airport developments must not be carried the subject of this Draft EIS/MDP. out except in accordance with an approved MDP. Among the matters that must be addressed in an The process for approval of the MDP is contained MDP (Section 91 (1) (h)) are: in the Airports Act 1996. In addition, s160 of the Environment Protection and Biodiversity “...the Airport-lessee company’s assessment of the Conservation Act 1999 requires the Australian environmental impacts that might reasonably be Government Transport Minister to obtain and expected to be associated with the development.” consider advice from the Australian Government This Draft MDP has thus been prepared in accordance Minister for Environment and Heritage before giving with and in order to meet the requirements of the approval to the MDP (s160(1)). Airports Act 1996 as outlined above.

Table 1.5a: Contents of a Major Development Plan.

Contents of a Major Development Plan Volume, Chapter(s) of Draft EIS/MDP Section 91 (1) A Major Development Plan, or a draft of such a plan, must set out: a) The Airport lessee company’s objectives for the development; and Volume A, Chapter 1 b) The Airport lessee company’s assessment of the extent to which the future Volume A, Chapter 2 needs of civil aviation users of the Airport, and other users of the Airport, will be met by the development; and c) A detailed outline of the development; and Volume A, Chapter 4 and 5 d) If a final master plan for the Airport is in force — whether or not the Volume A, Chapter 1 development is consistent with the final master plan; and e) If the development could affect noise exposure levels at the Airport—the effect Volume D, Chapter 5 that the development will be likely to have on those levels; and f) The Airport lessee company’s plans, developed following consultations with Volume D, Chapters 6 the airlines that use the Airport, local government bodies in the vicinity of the Airport and — if the Airport is a joint user Airport — the Department of Defence, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-17 Contents of a Major Development Plan Volume, Chapter(s) of Draft EIS/MDP Section 91 g) outline of the approvals that the Airport-lessee company, or any other person, Volume A, Chapter 1 has sought, is seeking or proposes to seek under Division 5 or Part 12 in respect of elements of the development of the development; and h) The Airport lessee company’s assessment of the environmental impacts that Volume B, Chapters 1–14; might reasonably be expected to be associated with the development; and Volume C, Chapters 1–8, Volume D, Chapters 1–5 j) The Airport lessee company’s plans for dealing with the environmental impacts Volume B, Chapter 15; mentioned in paragraph (h) (including plans for ameliorating or preventing Volume C, Chapter 9, environmental impacts); and Volume D, Chapter 6 k) If a draft environmental strategy has been approved — the date of the Volume A, Chapter 1 approval; and l) Such other matters (if any) as are specified in the Regulations. Not applicable (4) In specifying a particular objective or proposal covered by paragraph (1) (a) or (c), Volume A, Chapter 1 a Major Development Plan, or a draft of such a plan, must address the extent Volume B, Chapter 2 (if any) of consistency with planning schemes in force under a law of the State or Territory in which the Airport is located.

The project was therefore referred to the Australian subsequently report to that Minister the decision Government Minister for Environment and Heritage made and if that Minister’s advice was not followed by the Department of Transport and Regional an explanation. Services, and by notice on 16 June 2005, the Minister for Environment and Heritage decided that The following table outlines the matters considered the assessment approach for the project should be by the Australian Government Minister for Transport by way of Environmental Impact Statement (EIS). in the determination for approval of a Draft MDP, Thus, the assessment approach in relation to the pursuant to Section 94 of the Airports Act 1996. matters of national environmental significance and to Table 1.5b: Ministerial Considerations in the MDP was decided to be the same environmental Determining Approval of an MDP impact process. Ministerial Considerations in the Determination of After completion of the assessment report regarding Approval of a Draft MDP the EIS, the Australian Government Minister for a) The extent to which the carrying out of the MDP Environment and Heritage will provide advice to the would meet the future needs of civil aviation users Australian Government Minister for Transport which of the Airport, and other users of the Airport for services and facilities relating to the Airport; will state: b) The effect that carrying out of the MDP would be • If the MDP should be approved; likely to have on the future operating capacity of the Airport; • Any conditions which should be attached to c) The impact that carrying out of the MDP would be protect the environment; and likely to have on the environment d) The consultations undertaken in preparing the MDP • Any other matter relating to protection of the (including the outcome of the consultations); environment concerning the MDP. e) The views that the Civil Aviation Safety Authority (CASA) and Airservices Australia (ASA), in so far as In making a decision about the MDP the Australian they relate to safety aspects and operational aspects Government Minister for Transport must consider of the MDP. the advice provided by the Australian Government Minister for Environment and Heritage and must

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-18 FOR PUBLIC COMMENT 1.5.2.3 Building Approvals Under the Airports • The determination about volumes of airspace (Building Control) Regulations being within particular classes from the Chicago Convention on International Civil Aviation, a This section deals with the approval of building determination of flight information areas or regions activities on-airport land. or control areas or zones (regulation 2.04).

The project will involve a number of building It is likely that Airservices Australia or its successor, activities described in Section 98 of the as the Airspace Regulator, will make relevant Airports Act 1996. The proponent is required determinations about these matters having regard to to obtain an approval under these regulations in operational requirements for the new runway. relation to each building activity. It is anticipated that the following building activities will be involved: These determinations may not be strictly categorised as ‘authorisations’ for the purposes of s.160 (1) • Constructing buildings or other structures of the Environment Protection and Biodiversity (s.98(1)(a)); Conservation Act 1999 although these were • Undertaking, constructing or altering earth referred to the Australian Government Minister for works (s.98(1)(c)); and Environment and Heritage by Airservices Australia on 27 May 2005 for the Minister’s advice under s.160. • Undertaking, constructing or altering engineering works, electrical works or hydraulic works Their determinations would only be considered closer (s.98(1)(d)). to when the NPR becomes operational in 2015.

These approvals are issued by the Airport Building Airspace Approvals Process Controller (ABC) under these regulations and are classified as either, a building permit, a works permit The process for adoption and implementation of or a demolition authorisation depending upon the significant changes to the operation of Australia’s building activities involved. airspace – such as changes required by the NPR – is a complex and rigorous process. 1.5.2.4 Controlled Activities Approvals Under the Airports (Protection of Airspace) Based on current legislative requirements, it is Regulations expected that the approval of changes to airspace required for the NPR to be operated will be a two Part 12 of the Airports Act deals with Airspace step process, as described below. which is declared in the interests of safety, efficiency or regularity of air transport operations, to be Step 1 – Approval of EIS/MDP prescribed airspace. It identifies activities known as The first step is approval of the MDP under ‘controlled activities’ which result in intrusions into the Airports Act and the approval of controlled that prescribed airspace which require approvals. actions under the EPBC Act. In this document, a The approval procedures for controlled activities are comprehensive environmental assessment of the determined by the Airports (Protection of Airspace) operational impacts of the project (predominantly Regulations 1996. concerned with noise and air issues) has been undertaken. Volume D of this Draft EIS/MDP 1.5.2.5 Airspace Approvals – Airservices contains that environmental assessment. Regulations This assessment is based on a range of possible There are two relevant determinations that may flight path options, approach and departure be made by Airservices Australia relevant to procedures and operating modes which have been aviation airspace management and which are a prepared for BAC. The airspace design work is not consequence of the project. These are: preliminary but of an advanced technical level and • The designation of air routes and their will form the basis of the next step for adoption and determination of conditions of use for those air implementation of airspace changes (beyond the routes (regulation 2.02); and EIS/MDP approval) outlined in Step 2 following.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-19 The environmental assessment undertaken and fully known. That will not happen until the new presented in this Draft EIS/MDP will provide: runway is close to completion. At this time, detailed procedures for the flight tracks are designed by • The Minister for the Environment and Heritage with experts who must be certified by the Civil Aviation sufficient information to decide whether to approve Safety Authority (CASA) to undertake such design. the EIS for the purposes of the EPBC Act; Those final detailed procedures, together with the • The Minister for the Environment and Heritage with sufficient information to provide advice to new flight tracks to be operated after the NPR the Minister for Transport and Regional Services becomes operational, will be submitted to AERU before that Minister can approve the MDP (this is for assessment. A detailed Safety Case and a requirement of the EPBC Act); Environmental Assessment will be undertaken closer to the completion of the construction of the NPR. It is • The Minister for Transport and Regional Services expected that AERU will take into account the detailed with sufficient information to decide whether environmental assessment contained in this Draft to approve the MDP for the purposes of the EIS/MDP in making its assessment. Additionally, the Airports Act; and detailed design of the new airspace just prior to the • To enable the NPR to proceed to construction. NPR becoming operational would be based on the flight tracks and procedures outlined in the EIS/MDP. In addition, the EIS/MDP assessment will provide the Minister for the Environment and Heritage with The AERU assessment is based on a number of information to provide advice to Airservices Australia criteria, including: before it can adopt and implement any changes to • Safety implications; airspace which are likely to have a significant impact on the environment (again, a requirement of the • ICAO obligations; EPBC Act). • Environment considerations; Step 2 – Approval by the Airspace and • Consultation and cooperation; Environment Regulatory Unit (AERU) or its Airspace Regulator Successor • Government policy; and

The second step in the process is approval for • Promoting and fostering civil aviation. the adoption and implementation of the airspace If AERU decides to approve the airspace changes, changes by the Airspace and Environment the following occurs: Regulatory Unit (AERU), currently a division of Airservices Australia. The role of AERU is to • Advice is issued through the Aeronautical exercise Airservices Australia’s authority for airspace Information Service process; and environment responsibilities as defined with • Industry training will occur as required; and prescribed legislation including: • The changes are made available on AERU’s • Air Services Act 1995; website. • Air Services Regulations 1995; 1.5.2.6 Civil Aviation Safety Regulations • EPBC Act 1999; and It is likely that flight procedures for Brisbane Airport • Air Navigation (Aircraft Noise) Regulation 1984. will be amended to allow for the operation of the new runway. These procedures include terminal However, official adoption of the changes required instrument flight procedures which are referred to allow a new runway to become operational to in subpart 173.A of the Civil Aviation Safety cannot occur until the construction of the runway is Regulations, 1998. That subpart provides for the approved and final detailed specifications (e.g. exact standards that apply to the design of instrument elevation, length, width, alignment, coordinates flight procedures and applies to persons who design of thresholds and extent of navigation aids) are instrument flight procedures and those who are or

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-20 FOR PUBLIC COMMENT wish to become certified or authorised designers of Environment and Heritage, after completion of the terminal instrument flight procedures. assessment report regarding this environmental impact statement, will provide advice to Airservices. Under this part the Civil Aviation Safety Authority may issue procedure design certificates or procedure design authorisations which will generally 1.6 State Approvals and allow the holder to carry out design work on a Local Planning terminal instrument flight procedure such as may be involved as a consequence of the operation of the new runway at Brisbane Airport. 1.6.1 Approvals Required

It may be the case that a person needs to obtain The NPR project will consist of works on the Airport either a procedure design certificate or a procedure site, works that occur on land and water outside the design authorisation in relation to amendments Airport boundary (such as drainage channels and the to the terminal instrument flight procedures for approach lighting structure) and works associated Brisbane Airport. While such a certificate or with the sand extraction activity in Moreton Bay and authorisation may not be strictly categorised at the mouth of the Brisbane River. as ‘authorisations’ for the purposes of s.160(1) Table 1.6a shows the relevant State and local of the Environment Protection and Biodiversity approvals likely to be required for the project in Conservation Act 1999 these were referred to the areas outside of the Airport boundary. Table 1.6b Australian Government Minister for Environment shows the relevant State approvals for the proposed and Heritage by Airservices Australia (as the CASA sand extraction at Middle Banks and the associated delegate) on 27 May 2005 for the Minister’s advice dredge pump-out mooring at Luggage Point. under s160. Further information about State and local approval Given that this matter has been referred to the Minister requirements are contained in Chapter B14, for Environment and Heritage who has determined Environmental Management Framework and that the assessment approach shall be by way of Chapter C9, Dredge Management Plan respectively. environmental impact statement, the Minister for

Table 1.6a: Airport and Surrounds Approval Requirements. 1. Kedron Brook Tidal Drainage Channel (in relation to the part of the development that is not contained on-airport land) Required Approval Administering Agency Legislation (a) Development Permit for Operational Brisbane City Council (involves Coastal Protection and Management Works (that is tidal works) prescribed tidal works) Act 1995 and Regulations Environmental Protection Integrated Planning Act 1997 and Agency Regulation Maritime Safety Queensland Transport Operations (Marine Safety) Act 1994 (b) Development Permit for Material Change Environmental Protection Environmental Protection Act 1994 of Use for an Environmentally Relevant Agency Integrated Planning Act 1997 and Activity Regulation (c) Registration Certificate for an Environmental Protection Environmental Protection Act 1994 Environmentally Relevant Activity Agency (d) Development Permit for Operational Department of Primary Fisheries Act 1994 Works that is the removal, destruction or Industries and Fisheries Integrated Planning Act 1997 and damage of a marine plant Regulation (e) Development Permit for Material Change of Brisbane City Council Integrated Planning Act 1997 Use (assessed against planning scheme) Brisbane City Council City Plan 2000 (f) Development Permit for Operational Works Brisbane City Council Integrated Planning Act 1997 (assessed against planning scheme) Brisbane City Council City Plan 2000

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-21 2. Approach Lighting Structure (in relation to the part of the development that is not contained on-airport land) Required Approval Administering Agency Legislation (a) Development Permit for Brisbane City Council (involves Coastal Protection and Management Act 1995 Operational Works (that is tidal prescribed tidal works) and Regulations works) Environmental Protection Integrated Planning Act 1997 and Regulation Agency Transport Operations (Marine Safety) Act 1994 Maritime Safety Queensland Transport Infrastructure Act 1994 Port of Brisbane Corporation (b) Marine Park Permit to Environmental Protection Marine Parks Act 2004 construct minor works Agency Marine Park Regulations 1990 Moreton Bay Zoning Plan 1997

3. Seawall: (in relation to the part of the development that is not contained on-airport land) Required Approval Administering Agency Legislation (a) Development Permit for Brisbane City Council (involves Coastal Protection and Management Act 1995 Operational Works (that is tidal prescribed tidal works) and Regulations works) Environmental Protection Integrated Planning Act 1997 and Regulation Agency Transport Operations (Marine Safety) Act 1994 Maritime Safety Queensland Transport Infrastructure Act 1994 Port of Brisbane Corporation (b) Marine Park Permit to Environmental Protection Marine Parks Act 2004 construct minor works Agency Marine Park Regulations 1990 Moreton Bay Zoning Plan 1997

Table 1.6b: Middle Banks Approval Requirements.

1. Sand Extraction at Middle Banks Required Approval Administering Agency Legislation (a) Marine Park Permission Environmental Protection Marine Parks Act 2004 to Enter and Use for sand Agency Marine Parks Regulation 1990 extraction activity Marine Parks (Moreton Bay) Zoning Plan 1997 (b) Approved Dredge Environmental Protection Coastal Protection and Management Act 1995 Management Plan (DMP) Agency (c) Development Permit for Environmental Protection Environmental Protection Act 1994 Material Change of Use for Agency Integrated Planning Act 1997 and Regulation an Environmentally Relevant Port of Brisbane Corporation Transport Infrastructure Act 1994 Activity (d) Registration Certificate for Environmental Protection Environmental Protection Act 1994 an Environmentally Relevant Agency Activity

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-22 FOR PUBLIC COMMENT 2. Dredge Pump-out Facility at Luggage Point and Dredge Pipeline Required Approval Administering Agency Legislation (a) Permit to Occupy (for Department of Natural Land Act 1994 placement of pipeline across Resources and Water State Land) (b) Development Permit for Brisbane City Council Integrated Planning Act 1997 material change of use Brisbane City Council City Plan 2000 (assessed against planning scheme) (c) Development Permit for Brisbane City Council Integrated Planning Act 1997 Operational Works (assessed Brisbane City Council City Plan 2000 against planning scheme) (d) Development Permit for Brisbane City Council (involves Coastal Protection and Management Act 1995 Operational Works (that is tidal prescribed tidal works) and Regulations works) Environmental Protection Integrated Planning Act 1997 and Regulation Agency Transport Operations (Marine Safety) Act 1994 Maritime Safety Queensland Transport Infrastructure Act 1994 Port of Brisbane Corporation (e) Development Permit for Environmental Protection Coastal Protection and Management Act 1995 Operational Works involving Agency and Regulations interference with quarry Integrated Planning Act 1997 and Regulation material on State Coastal Land in a coastal management district (f) Development Permit for Department of Primary Fisheries Act 1994 Operational Works that is Industries and Fisheries Integrated Planning Act 1997 and Regulation the removal, destruction or damage of a marine plant

1.6.2 Brisbane City Council’s City • Any ancillary activities serving the needs of Plan 2000 passengers and visitors to the Airport, such as shopping, food outlets and tourism services.” According to the Brisbane City Plan 2000, Brisbane Airport land is designated a ‘Special Purpose To the extent that the proposed NPR project Centre’. Council’s Strategic Plan within City will result in serving core Airport operations and Plan acknowledges the Airport as being a major the needs of passengers, this Draft EIS/MDP is industrial location (as part of the broader Australia consistent with Brisbane City Plan 2000. However, TradeCoast) that offers “enormous potential it should be noted that there is a clear intention for industrial, business and transport related in City Plan that it is not intended to apply to the employment growth”. Airport land.

Within City Plan, as a ‘Special Purpose Centre’, “The land on which a number of those centres Brisbane Airport is defined as: operate is regulated by State or Commonwealth legislation not the City Plan e.g. the Southbank “A use of premises for: Corporation Act 1989 regulates Southbank and land use and planning controls for Brisbane Airport are • The landing and/or departure of aircraft; regulated under the Airports Act 1996”. • The housing, servicing, maintenance and repair of aircraft;

• The assembly and dispersal of passengers/ goods on or from aircraft; and

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-23 1.7 Australian Government and • Advise on relevance of independent peer review State Agency Consultation requirements; • Identify if additional work was likely based on the baseline and impact assessment findings of the Due to the complexity of the project and that EIS studies; and all three levels of Government have a role in its assessment and approval, BAC proposed a model • Provide comment on study reports. for coordination and engagement between the The role of the Steering Group was to ensure the relevant government stakeholders. The Working key Federal and State agencies were kept abreast Group Model proposed comprised of a Steering of the range of issues, discussions, and outcomes Group to oversee a series of five discipline-focussed of the Working Groups. Working Groups. The Steering Group consisted of high level officers from the key coordinating The Working Group Model approach was seen to agencies while representation on the Working be of benefit for both BAC and Government for Groups was at project officer level from the range of mutual understanding and communication of the agencies which may have an interest in the project. range of issues which may arise in the project.

The five Working Groups focused on the following Most of the Working Groups met about 4–5 times areas of study: during the course of the EIS development at critical milestones during the process. These meetings 1. Airspace and Emissions; occurred approximately as follows: 2. Dredging and Coastal Processes; • Following commissioning of sub-consultants to 3. Ecology and Water Quality; undertake specialist studies;

4. Social and Economic; and • Following completion of gap analyses by specialist consultants; 5. Cultural Heritage. • Following completion of the baseline conditions After the initial meeting Working Groups 2 and 3 reporting; and were combined to form Working Group 2/3, the • Upon completion of initial assessment of Land and Marine Impacts Working Group. For impacts and mitigation options. details of the structure and government agency representation within the Working Group Model Most of the meetings were held in Brisbane except structure refer to Figure 1.7. the Airspace and Emissions Group (Working Group 1) which comprised mostly Canberra- The principal role of the Working Groups was based representatives were held in Canberra. to provide a forum for discussion and direction The consultation between BAC and government between relevant Government agencies and BAC agencies was extremely useful in discussing and during the course of the EIS. In particular, the clarifying project issues. Working Groups were able to:

• Provide clarification on issues that BAC’s consultants raised within the course of their investigations;

• Comment on whether the scope of the studies met the intent of the Guidelines;

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-24 FOR PUBLIC COMMENT Figure 1.7: Structure and Representation of the Working Group Model.

BAC New Parallel Runway Project: Agency Working Groups

Steering Group

DEH DoTaRS CG BAC NEW PARALLEL RUNWAY DRAFT EIS/MDP

1. Airspace and Emissions 2. Dredging and Coastal Processes 3. Ecology and Water Quality 4. Cultural Heritage 5. Socio-economic Impacts FOR PUBLIC COMMENT Generally Combined Meetings

Nominated Agencies Nominated Agencies Nominated Agencies Nominated Agencies Nominated Agencies

FEDERAL FEDERAL FEDERAL FEDERAL FEDERAL

DoTARS DoTARS DoTARS DEH DEH DEH DEH DEH STATE STATE CASA STATE STATE AsA NRW Qld Health DPI&F DPI&F DATSIP EPA STATE EPA NRW EPA QT EPA DMR EPA QT (Harbour Master) CG DOC (Communities) NW CG OTHER CG CG CG OTHER DOH (Housing) BAC OTHER OTHER BAC OTHER BAC Issues: BAC Issues: • Indigenous Culture Heritage BAC

• Mangroves Issues: Issues: • Non-Indigenous Cultural • Shorebirds • Airspace Management • Dredging Impact Heritage BCC • Surface water • Air Emissions • Coastal Hydrodynamics • Native Title Issues • Tail water • Aircraft Noise • Middle Banks Ecology Issues: • Flooding • Middle Banks Water Quality • Services and off Airport • Drainage infrastructure • Project justification • Health • Transport • Social • Non aircraft emissions • Landscape and visual • Airport hazards and risks • Tenure and planning A1-25 1.8 Report Structure

1.8.1 The Combined NPR EIS/MDP Report

Following agreement with DEH and DOTARS, the proposal for the NPR project has been prepared as a combined Draft EIS/MDP. This is because requirements for each document completely overlap. It was agreed that the development of a single document that responded fully to the requirements of all relevant legislation would be preferable from a community perspective. This Draft EIS/MDP has been signposted to allow the reader to understand how it fulfils the requirements of the EPBC Act and Guidelines and the MDP requirements contained in the Airports Act.

The project has been split into four separate work areas and the EIS/MDP report structure follows this format as outlined in Table 1.8a.

Table 1.8a: Structure of the EIS/MDP.

Draft EIS/MDP Scope Individual Chapter Headings Volumes Executive The Executive Summary will cover all aspects of the EIS/MDP report in summary and will also Summary be able to be printed as a stand-alone document to assist in public engagement. Volume A: This Volume sets the context for the Project and Chapter A1: Background Background and covers: Chapter A2: Need for the Project Need for the • Background to the Project; Chapter A3: Options and Alternatives Project • Need for the Project; Chapter A4: Project Description: • An assessment of options and alternatives; Runway Layout • A project description and details of the preliminary Chapter A5: Project Description: design of the runway and associated works; Runway Construction • A detailed description of the activities involved Chapter A6: Public Engagement in the construction and operation of the Chapter A7: SPeAR® Sustainability runway project; Assessment • The assessment methodology used to prepare the EIS/MDP; and • An overview of the public engagement program. Volume B: Airport This Volume covers: Chapter B1: Context and Project And Surrounds • Detailed information resulting from baseline Description review and survey for aspects such as ecology, Chapter B2: Land Use and Planning cultural heritage, geology, soils, water quality etc Chapter B3: Geology, Soils and on-airport; Groundwater • For all aspects of the project occurring on- Chapter B4: Coastal Processes and airport and surrounds, the impact of activities Natural Features associated with the Project; Chapter B5: Terrestrial and Marine • For areas immediately surrounding the Airport Ecology this includes aspects such as the location of Chapter B6: Cultural Heritage the dredge pump-out, alignment and impacts Chapter B7: Surface Hydrology of the pipeline; Chapter B8: Water Quality • Impacts arising from on-airport activities on Chapter B9: Social Impact Assessment surrounding receiving waters (Moreton Bay, Chapter B10: Surface Transport Kedron Brook, Brisbane River, Serpentine Chapter B11: Construction and Traffic Creek etc); Noise • Traffic impacts (including noise and air Chapter B12: Construction and Traffic emissions) off-Airport generated as a result of Air Emissions the runway project; Chapter B13: Landscape and Visual • Details of the environmental management and Chapter B14: Environmental mitigation measures proposed to ameliorate Management Framework impacts.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-26 FOR PUBLIC COMMENT Draft EIS/MDP Scope Individual Chapter Headings Volumes Volume C: Middle This Volume presents the findings of: Chapter C1: Context and Project Banks, Moreton • The results of the analysis to identify the Description Bay preferred dredge footprint; Chapter C2: Geology and Soils • All aspects of the project involving the details Chapter C3: Coastal Processes and of sand extraction and its potential impacts on Natural Features the environmental values of Middle Banks and Chapter C4: Water Quality surrounds (including Moreton Island); Chapter C5: Marine Ecology • Details of the environmental management and Chapter C6: Cultural Heritage mitigation measures proposed to ameliorate Chapter C7: Social Impact Assessment impacts. Chapter C8: Landscape and Visual Chapter C9: Dredge Management Plan Volume D: Airspace This Volume investigates and reports on: Chapter D1: Volume Overview • The existing situation with respect to current Chapter D2: Background to Airspace Brisbane Airport flight paths; Architecture • The proposed flight paths associated with the Chapter D3: Airspace Architecture closure of the 14/32 runway and opening of Chapter D4: Noise Modelling the New Parallel Runway and their implications Methodology on local communities. Impacts assessed will Chapter D5: Noise Assessment include noise, air emissions, hazards of Airport Chapter D6: Air Emissions operation and health impacts; Chapter D7: Health Impact • The proposals for a noise management plan. Assessment Chapter D8: Hazards and Risks of Airport Operations Chapter D9: Social Impact Assessment Chapter D10: Operational Noise Management Plan

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-27 1.8.2 Responsibilities for EIS Preparation knowledge of Brisbane Airport and expertise in public engagement for large infrastructure projects. BAC has implemented a structure for the development of the Draft EIS/MDP which has The CPT has been responsible for the management, involved the creation of a Core Project Team (CPT) coordination and integration of a range of technical for the delivery of the draft document. The CPT is a specialists in all areas of expertise covered by the EIS team comprised of BAC, Arup, Bayly Willey Holt and Guidelines and requirements of the Airports Act 1996 Maunsell personnel experienced in project delivery, for an MDP. Details of the consultants engaged in preparation of EISs and MDPs, with considerable the preparation of the EIS/MDP and their general scope of work are listed below in Table 1.8b.

Table 1.8b: The BAC NPR Consultant Team and Scope of Work. Consultant Scope of work Access Economics • Economic Analysis Airservices Australia • Airspace Architecture (SIDS and STARS) • Airspace Procedures (Operations) Airbiz • Runway Timing Review Allens Arthur Robinson • Legal Advice (including Native Title and input to CHMP) Archaeo Cultural Heritage Services • Archaeology and Heritage (including Cultural Heritage Management Plan) Archimage • Specialist Graphics and Visualisations Arup • EIS/MDP Lead Consultant Arup (Planning) • Land Use and Planning Arup (Transport) • Land Transport including Modelling • Infrastructure Upgrade Requirements Baggerman Associates • Dredge Strategy (Extraction and Delivery) for EIS/MDP Bayly Willey Holt • Public Engagement Consultant Briggs Brindle and Chambers • Social Impacts Lex Brown (Griffith University) • Health Impact Assessment (Noise) Core Project Team • Includes input to chapters on Background, Project Justification and Need, (BAC/Arup/BWH/Maunsell) Options and Alternatives, Community Consultation, coordination and preparation of the EMP and DMP EDAW Gillespies Australia • Landscape and Visual Assessment Engine Creative • NPR Website Design and Maintenance Holmes Air Sciences • Air Quality Assessment for aircraft emissions • Traffic emissions assessment • Construction emissions Mapping and Hydrographic • Hydrographic and Seismic Survey in Moreton Bay and the Brisbane River. Surveys Transects of shorelines along Moreton Island and the Moreton Bay foreshore at Brisbane Airport. Maunsell Australia (including AOS/ Preliminary Design (Maunsell Australia) including input to EIS. Also incorporating ASA/DHI/Golders/Project Support/ sub-consultancies: North Surveys) • North Surveys – Survey • Project Support – Project Costings • AOS Airport Consulting/Air Services Australia – Airfield Layout and TAAM • Modelling • DHI – Hydraulics including Drainage and Flooding Impacts Golder Associates – Geotechnical Assessment including: – Groundwater/Porewater Assessments – Geology and Soils including Acid Sulfate Soils/issues

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-28 FOR PUBLIC COMMENT Consultant Scope of work Matusik Property Insights • Real Estate Research Tim O’Meara (CSIRO) • Health Impact Assessment (Air Emissions) Spinifex • Indigenous Issues Negotiator Tourism Futures International • Passenger/Aircraft Forecasts • Development of Scenario Schedule for nominated busy days • Runway Capacities/Timing • Input into Project Justification and Need WBM • Coastal Processes and Natural Features • Terrestrial and Marine Ecology • Water Quality modelling and assessment Wilkinson Murray • Aircraft Noise Modelling and Assessment • Construction noise • Traffic noise

1.9 Option Testing • Triple Bottom Line Reporting in Australia – A Guide to Reporting Against Environmental Indicators. Environment Australia, June 2003 The Guidelines require that an analysis must be This guide is targeted at organisations aiming included in the EIS/MDP of any feasible alternatives to improve and report on their environmental to the following: performance in line with the triple bottom line • Runway construction i.e. not proceeding with themes of environment, social and economic. the proposed development; It presents information around the following environmental performance indicators: • Source of fill material; Energy; Greenhouse; Water; Materials; Waste; • Mechanisms for delivering fill material to the Emissions and discharges to air, land and water; construction site; and Biodiversity; ozone-depleting substances; suppliers; products and services; compliance. • Alternative designs for construction of the Other issues discussed include measurement runway i.e. levee system options. and reporting boundaries, stakeholders and In addition, the analysis of options and alternatives environmental management systems. The guide must include a comparative description of the is aligned to the Global Reporting Initiative; and impacts of each alternative drawing, where relevant, • Sustainability: A Guide to Triple Bottom Line on ‘triple bottom line reporting outcomes’ and Reporting, Group 100, June 2000 provide sufficient detail to make clear why one This guide once again focuses on organisational alternative is preferred to another. reporting on financial, environmental and In relation to testing alternatives, two documents social performance and the various forms of were referenced in the DEH Guidelines: communicating this information including triple bottom line reporting. The benefits of reporting are discussed as is the importance of engaging relevant stakeholders. The guide makes substantial reference to the Global Reporting Initiative.

In reviewing these documents, it is clear that they are fundamentally aimed at the communication and reporting of social, environmental and economic information at a corporate level. This is obviously

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-29 relevant to how BAC operates and is covered to The principle behind all of the option assessments some degree within the Master Plan, AES and in this Draft EIS/MDP has been to consider (where Annual Environment Report. However, whilst the appropriate) social, environmental and economic themes in these documents are appropriate at a aspects. Where particular defined options have project level, these documents are not relevant been identified (such as the pipeline route options to guidelines to assist in the assessment of project deliver fill to site) the analysis has been set up within level sustainability matters when considering options a sustainability framework. The following table and alternatives. describes the aspects of the project where a project focused options and alternatives assessments have In response to this an alternative approach has been been made and where in the EIS/MDP it is reported. developed and implemented on the NPR project which is outlined in Table 1.9.

Table 1.9: The Approach to Option Testing in the EIS/MDP.

No. Options Tested Location in EIS/ Details of the Assessment MDP Report 1 Feasible alternatives to Volume A, In assessing the feasible options to runway construction runway construction Chapter A3 information has been provided in the EIS/MDP on three potential scenarios, they are: • The no change scenario; • The demand management scenario; and • The expanded use of other airports. 2 Options to runway Volume A, This assessment has drawn on and expanded the detail of location at Brisbane Chapter A3 the assessment of runway location options provided in the Airport BAC 2003 Master Plan. The assessment has been tabulated and each option is assessed against environment and social, implementation, operation and economic (cost) factors. 3 Feasible alternatives to Volume A, This assessment summarises the work undertaken in the sourcing runway fill Chapter A3 Moreton Bay Sand Extraction Study which described in detail the social, economic and environmental implications of extraction of sand fill from marine versus land based sources. This work led to the conclusion that the extraction of sand from Moreton Bay was sustainable and preferable to the alternative of land based extraction of sand (for major projects such as the NPR). The study concluded that subject to the approval of an EIS BAC would be permitted to extract 15 Mm3 of sand for filling and surcharging of the site. The assessment also investigates the availability of other construction materials required for the project (i.e. for pavement and structures) from locally based sources. 4 Options for the delivery Volume B, An assessment of potential dredge mooring locations and of fill material to the Chapter B1 pipeline alignments to the runway site has been tabulated runway site and each option has been assessed against environment and social, operational and economic (cost) factors. 5 Option testing between Volume D, The aircraft noise Chapter provides an assessment of runway 01 vs.19 runway Chapter D5 option preference (01 vs. 19) and options for arrival from the preference and between north for flight path arrivals from the north to 01L against 3 options for flight path social and environmental criteria relevant to the assessment of arrivals from the north to aircraft noise. runway 01L

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-30 FOR PUBLIC COMMENT 1.10 Sustainability Assessment 1.11.2 Scoping the EIS/MDP Guidelines were prepared by the Australian The Guidelines require presentation of the details of Government Minister for the Environment and how the development of the new runway is consistent Heritage under Section 102 of the Environment with the principles of ecologically sustainable Protection and Biodiversity Conservation Act development as defined in Section 3A of the EPBC 1999 in August 2005 entitled ‘Guidelines for an Act and other relevant policy instruments such as Environmental Impact Statement on the proposed the standard criteria as defined by the Environmental parallel runway at Brisbane Airport’. These Protection Act (Qld). In addition, the National Guidelines and the Section 91 requirements for Strategy for Ecologically Sustainable Development, an MDP from the Airports Act 1996 provided the published by the Commonwealth Government in necessary information to allow the EIS/MDP to be December 1992 should also be considered and each scoped in detail. The Guidelines can be found in principle should be discussed and conclusions drawn Appendix 1A. as to how the proposal conforms. A life-of-project perspective must be shown. 1.11.3 Establishing Baseline

In order to address the above requirements, a A wide range of baseline data on the environment sustainability assessment for the NPR project has has been utilised for the purposes of the been undertaken. This assessment utilises a tool assessment including: known as SPeAR® (Sustainable Project Appraisal • Documentary information from a wide variety of Routine) which has been developed by Arup and sources, including historical and contemporary used globally on projects both in Australia and records; internationally in the last five years. The findings of this assessment are provided in Chapter A7. • Data collected from recent surveys and sampling on the Airport site, in the surrounding area and It should also be noted that the very nature of the at Middle Banks including background noise environmental impact assessment process with its levels, ecological features, fisheries, landscape consultation, assessment and reporting elements, character; acid sulfate soils, etc.; consideration of environmental, social and economic considerations align it to a great extent with the • Maps and aerial photographs of both historical and contemporary features; and principles of sustainability. • Data obtained from statutory and non-statutory 1.11 Assessment Method consultees such as Brisbane City Council, Environmental Protection Agency, Department of Primary Industries and Fisheries, Department 1.11.1 Introduction of Natural Resources and Water, Department of Environment and Heritage, Department of This Draft Environmental Impact Statement has Transport and Regional Services. been prepared in accordance with the requirements Details of this is included in each of the respective of the Environment Protection and Biodiversity specialist chapters in Volumes B, C and D of this Conservation Act 1999 and the Airports Act 1996. Draft EIS/MDP, as required to describe the aspects Details of all the legislation can be found in of the environment likely to be significantly affected section 1.5. by the development.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-31 The methodology for the assessment in this as air quality, socio-economic issues and noise. Draft EIS/MDP has been developed to specifically The geographical scope of the assessments is set address the requirements of the Guidelines. The out in Volumes B, C and D of this Draft EIS/MDP. individual methodologies for each assessment undertaken as part of this Draft EIS/MDP vary Any topic-specific assumptions and limitations are from topic to topic and are set out in detail in the set out in the specialist chapters. specialist chapters (see Volumes B, C and D). Each 1.11.4 Approach to Assessing Impacts chapter follows a similar general format: The Guidelines state the requirements for the EIS • Introduction; to provide an analysis of the significance of impacts • Proposed Development; requiring that “quantitative descriptions of the likely • Methodology; impacts on environmental values of the area from all phases of the proposal need to be assessed at local, • Limitations and Assumptions; regional and national levels as appropriate. This must • Baseline; include an assessment of the degree of uncertainty in relation to each impact including statements of whether • Consultation; any impacts are likely to be unknown, unpredictable or • Policies and Guidelines; irreversible. The cumulative impacts of the proposal must be considered over time or in combination with • Effects of the Proposal; the impacts of other relevant existing or approved • Mitigation Measures; developments in the dimensions of scale, intensity, duration or frequency of the impacts. Any requirements • Assessment of Residual Effects; and recommendations of the relevant State planning • Cumulative and Interactive Effects; and policies, environmental protection policies, national environmental protection measures and integrated • Assessment Summary Matrix. catchment management plans must be addressed.”. All of the assessments have involved a process The following criteria and descriptors have been of interaction between the specialist consultants/ used to describe impacts in this Draft EIS/MDP: assessors and the preliminary design team. Throughout the design and assessment process, • Adverse and beneficial – major*, high, moderate, attention has been paid to the minimisation of minor, negligible; adverse effects on the environment during the • Temporary, short, medium, long term, construction and operation of the NPR project. permanent; An environmental management framework covering • Direct and indirect; and proposed mitigation, monitoring and management measures is provided at the end of Volumes B, C • Cumulative and interactive. and D of the EIS/MDP. * Major is only applied to adverse effects. The assessment is based on the development as In relation to timescales in the EIS/MDP, the described in Chapters A4 and A5 and the proposed following assumptions have been made: operational airspace in Chapter D3. As evidenced by the scope of the project, the geographical extent of Relative duration of environmental effects applied the assessments will vary depending on the aspect for the NPR Project being assessed. Certain environmental impacts Temporary Up to 1 year Short term From 1 to 7 years will be largely confined within the boundaries of the Medium term From 7 to 20 years Airport site; for example cultural heritage. Other Long term From 20–50 years impacts will extend beyond the application site, such Permanent/Irreversible Period in excess of 50 years

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-32 FOR PUBLIC COMMENT In order to gauge the magnitude of any impacts, the following descriptors have been used:

Significance Criteria Major Adverse Only adverse effects are assigned this level of importance as they represent key factors in the decision-making process. These effects are generally, but not exclusively associated with sites and features of national importance. A change in a national or state scale site or feature may also enter this category. Typically mitigation measures are unlikely to remove such effects. High Adverse These effects are likely to be important considerations at a state scale but, if adverse, are potential concerns to the project, depending upon the relative importance attached to the issue during the decision making process. Mitigation measures and detailed design work are unlikely to remove all of the effects upon the affected communities or interests. Effects can be beneficial as well as adverse. Moderate Adverse These effects, if adverse, while important at a regional scale, are not likely to be key decision making issues. Nevertheless, the cumulative effects of such issues may lead to an increase in the overall effects upon a particular area or particular resource. They represent issues where effects will be experienced but mitigation measures and detailed design work may ameliorate/ enhance some of the consequences upon affected communities or interests. Some residual effects will still arise. Effects can be beneficial as well as adverse. Negligible No effects or those which are beneath levels of perception, within normal bounds of variation within the margin of forecasting error. Beneficial The effects of a project can also be beneficial – using the same scale minor, moderate and major.

The application of these descriptors and criteria for the In order of preference, identified impacts have been: assessments are specific to each individual topic and are explained accordingly in the specialist chapters. 1) Avoided if possible through appropriate location The criteria are based on established standards of infrastructure associated with the runway; appropriate to each of the topics assessed. 2) ‘Designed-out’ where practicable, thereby Criteria have been developed for the following minimising significant impacts to environmental discipline areas in the EIS: values; or

• Geology and soils; 3) Mitigated through the implementation of environmental management plans that will • Terrestrial and marine ecology; measure and minimise any impacts to the • Cultural heritage; greatest practicable extent; and

• Hydrology and flooding; 4) Compensated for where impacts cannot be • Water quality; adequately mitigated and residual effects predominate. • Social impact; Volumes B, C and D present the impact assessment • Traffic impacts; of the proposed development on relevant receptors, • Noise; identifying appropriate mitigation measures to • Air emissions; address any significant adverse environmental effects. • Landscape and visual; and • Coastal processes. 1.11.5 Cumulative and Interactive Effects

Where potentially significant effects have been Consideration is also made within each of these identified during the assessment, measures have chapters of the cumulative and interactive effects of been proposed to prevent, reduce and where the proposed development. possible offset these, either by design changes or mitigation measures. These are described, as appropriate, in the specialist chapters.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-33 1.11.5.1 Cumulative Effects – Those Occurring with Ipswich Road and the South East Freeway Between Projects in the south. There will also be links to and from Shaftston Avenue to allow traffic from the eastern If projects are considered individually, the suburbs to gain access to the tunnel system. environmental effects may appear non-offensive, however the combination of effects from the 1.11.5.3 Airport Link (the extension of NSBT) proposed development and from other permitted developments (existing, not yet constructed or www.airportlinkeis.com currently under construction), acting together The Airport Link is a mainly underground toll road may generate elevated levels of impact. This proposed to connect Brisbane’s northern suburbs combination of effects is regarded as the cumulative to the Inner City Bypass and proposed North-South effects. These may occur over a certain time period Bypass Tunnel at Bowen Hills. The proposed and geographical distance (Kingsley, 1997). Some Airport Link is expected to include connections examples of these kinds of effects include: to the Inner City Bypass and the proposed North-South Bypass Tunnel at Bowen Hills, to • Regional based discharges to the water Sandgate Road and the East-West Arterial at environment; Toombul, and Gympie Road at Kedron.

• Regional air quality effects from developments; 1.11.5.4 Gateway Upgrade Project (GUP) and www.mainroads.qld.gov.au • Traffic generated from developments, affecting The Gateway Upgrade Project includes the building the surrounding developments and the road of a second Gateway Bridge on the eastern network. side of the existing bridge, approximately 50 m Adjacent projects being developed within a similar downstream. It involves the upgrade of 20 km timeframe to the NPR which the Guidelines of the Gateway Motorway from four to six lanes request are considered as part of the NPR impact between Mt Gravatt-Capalaba Road and Wynnum assessment include: Road and from four to eight lanes between Wynnum Road and Lytton Road. A new four lane northern • North-South Bypass Tunnel (NSBT); deviation of the motorway is also proposed from the • Airport Link (the extension of NSBT); Gateway Bridge to Nudgee Road, through old and new Airport land which includes a second access • Gateway Upgrade Project (GUP); interchange to the Airport (for the Northern Access • TradeCoast Central; and Road).

• Northern Access Road Project (NARP). 1.11.5.5 TradeCoast Central

The following projects are to be included into the www.tradecoastcentral.com.au assessment of cumulative impacts associated TradeCoast Central is located on the former with the NPR project as per the requirements of Brisbane Airport site adjacent to the Gateway the Guidelines. The proposed programme for Arterial Motorway. It is a joint venture between the construction of these projects is provided on the Brisbane City Council and Prime Development Figure 1.11. Corporation which will provide, on completion, an area in excess of 110 ha of a planned industrial 1.11.5.2 North-South Bypass Tunnel (NSBT) community. The plan for the site has been www.nsbt-eis.com developed to provide for an industrial community The NSBT project is a system of road tunnels with which will include a community services precinct, the main running tunnels approximately 5.2 km in extensive public open spaces, walkways and length. The project will be constructed in rock below bikeways, a large logistics and distribution precinct, the city and under the Brisbane River. It will link the manufacturing precinct and a ‘campus style’ Inner City Bypass and Lutwyche Road in the north biotechnology precinct.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-34 FOR PUBLIC COMMENT Figure 1.11: Proposed Infrastructure Developments on the Surrounding Road Network.

PORT OF N BRISBANE WYNNUM

Main Beach Rd Wynnum Rd

B Lytton Rd r is b a Bancroft Rd n e TINGALPA Gateway Motorway Upgrade R HEMMANT (6 lanes to Wynnum Rd – iv Main Myrtletown Rd Eagle Farme Rd 8 lanes to Lytton Rd) r AY RW Airport Dr TO MO CARINDALE New Parallel AY EW

Runway Project GAT r Dr dra

n Northern Access Road (4 lanes) Gateway Bridge oma

L Duplication (12 lanes) New interchange CARINA NUDGEE Nudgee Road Y A W R O T K O i M Current interchange n Y g A Gateway Upgrade Project s W f E o GAT (4 lanes) MORNINGSIDE Old Cleveland Rd r d

S

Sandgate Road m Wynnum Rd

CLAYFIELD i t

h

D

r i ZILLMERE v e

Expected Completion Airport Link PACIFIC HIGHWAY Progressively 2008 – 2010 (4 lanes) Progressively 2008 – 2010 North-South Bypass Tunnel Progressively 2010 – 2012 (4 lanes) Lutwyche Road Ipswich Rd 2011 INNER CITY BRISBANE 2015 WINDSOR BYPASS CBD

STAFFORD

1.11.5.6 Northern Access Road Project (NAR) 1.11.5.7 Other Planned Airport Development

The Northern Access Road (NAR) is proposed International Terminal Building Expansion by BAC and will be located to the west of the The proposal involves construction of a major existing Airport Drive and facilities, on a currently extension to the south of the existing International undeveloped area within the Airport boundary. Terminal Building (ITB). The footprint of the new Running south-west/north-east between the works will extend up to 80 m from the end of the proposed GUP interchange and the domestic existing ITB, and be of a similar width to the current terminal, the road will also have a connection to the building. The development will accommodate international terminal, and in the longer term access the minimum facilities and spatial requirements to the Banksia and Export Park West precincts. necessary to meet the 2012 busy hour passenger There will also be a connection to the existing and aircraft demand at the International Terminal. Airport Drive, to the southwest of the proposed GUP This expansion will increase the floor area of the interchange. The role of the Northern Access Road current terminal by approximately 80 percent. (NAR) is primarily to provide high speed access to Construction is scheduled to start in 2007. the terminals, whilst augmenting Airport Drive in providing access to other on-Airport facilities. It Multi-Level Carpark is also intended to provide access to the Airport’s BAC currently operates an at-grade 950 bay car western precincts for future development in this area. park in the International Terminal Precinct which NAR is going through its own MDP process. caters for both short and long term parking.

NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT A1-35 The significant growth in passenger numbers has • Expansion/upgrade of the Domestic Terminal placed pressure on the existing car park capacity. Building; As a result it is proposed to construct a Multi Level • Future long term road upgrades and road Car Park (MLCP) on the existing ITB car park site. realignments; and The building footprint is approximately 10,800 m2 with a gross floor area of approximately 54,000 m2 • Construction of new staff car park to the north of and a building height of approximately 15 m. The the ITB. proposed works will provide approximately 1,740 1.11.5.8 Interactive Effects – Those Occurring car spaces under a multi level arrangement, with Within Projects an additional 620 (approximately) at-grade spaces outside of the MLCP arrangement. This proposed Interactive effects arise where effects from one parking layout would meet the anticipated peak environmental element bring about changes in demand for car parking at the International Terminal another environmental element. Associated impacts in the medium term. The MDP for the MLCP has do not occur as a direct result of the project but been approved and construction commenced in are often produced away from or as a result of a September 2006. complex pathway. These are sometimes referred to as second or third level impacts (Hyder, 1999). Northern Concourse Examples would include: The proposal involves the extension of the existing Northern Concourse at the International Terminal • Impacts on the marine environment as a result Building by 400 m, more specifically, the provision of habitat loss on land; for 11 new gates (Gates 66 to 76), and the increase • Impacts on water quality as a result of filling and of seating capacity at Gate 77 to support Code E surcharging the site and potentially mobilising aircraft size operations. At the new gates there will contaminants or acid sulfate soils; and be a physical separation of concourses to handle both departing and arriving international passengers. • The effects of providing for increasing traffic The gates will be constructed in three stages, capacity on air quality or noise. namely, Stage 1 (Gates 74 to76 and upgrade of Gate Where appropriate an assessment of cumulative 77 seating), Stage 2 (Gates 66 to 69) and Stage 3 and interactive effects has been incorporated into (Gates 70 to 73). Construction will be in a secure specific EIS/MDP topic chapters. environment, air-side of the International Terminal. Once completed the Northern Concourse extension 1.11.6 Assessment Summary Matrix will closely resemble the existing concourse in architecture and function. Construction is scheduled At the end of each chapter there is a table which to start in 2007. provides a summary of the residual impacts remaining after mitigation (including that which MDPs have been prepared for all of the planned is inherent in design or which is considered best projects noted above. Other developments which practice) has been assessed. The summary also are planned but that either do not or may require considers the need for additional compensation MDPs include: for those residual effects that are deemed to be significant. See Table 1.11. • A high level walkway between the MLCP and the ITB Expansion;

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-36 FOR PUBLIC COMMENT Table 1.11: Example Assessment Summary Matrix.

EIS Area: Current Value Description of Impact Additional Description of Residual Impact Feature/ + Description in Mitigation Significance Compensation Description in Significance description Substitutable words Inherent in Criteria (Beyond words Y:N Design/Standard Standard Practice Practice) Amelioration Who?/Why?/ Scale? This field shows This field notes the This field presents This field notes the The field presents Where applicable, This field presents The field presents NEW PARALLEL RUNWAY DRAFT EIS/MDP the topic title and a value of the feature a description of the measures already the significance this field describes a description the significance note of the feature and a comment impact in words. incorporated rating of the impact any additional of the residual rating of the being impacted on. on whether it is into the design including the compensation impact in words. residual impact substitutable or to minimise the impact descriptors measures that are (post mitigation including the

FOR PUBLIC COMMENT not. impact on the outlined above. being adopted to and additional impact descriptors feature. negate the impact. compensation) outlined above.

KEY: Significance Criteria: Major, High, Moderate, Minor, Negligible +ve – positive; -ve – negative impacts; D – direct; I – indirect; C – cumulative; P – permanent; T – temporary; ST – short term; MT – medium-term; LT – long term

A1-37 References

Arup, 2004, Application for the Detailed Planning Permission: Environmental Statement for Silvertown Aquarium, Silvertown Quays, London. Hyder 1999, Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact Interactions, Study commissioned by the European Commission: Directorate- General XI (Environment, Nuclear Safety and Civil Protection), NE80328/D1/3. Kingsley, L 1997, A Guide to Environmental Assessments: Assessing Cumulative Effects, National Parks Canada, Natural Resources Branch, Quebec.

NEW PARALLEL RUNWAY DRAFT EIS/MDP A1-38 FOR PUBLIC COMMENT